Author: Steven Vance

Pollution fighting bike lane, coming soon to Pilsen

Rendering of the project by CDOT. See all photos about this project.

A planner from the Streetscape and Sustainable Design Program in the Chicago Department of Transportation (CDOT) came to speak to my Sustainable Development Techniques class at UIC about adding “green” to urban design.

Among other topics, he talked about CDOT’s streetscape project for Cermak and Blue Island in Pilsen, a near southwest side neighborhood a couple miles outside of downtown Chicago. The project, like all streetscapes, is one of economic development. But this project is unique in that the goal was to look at every element and make each as green and sustainable as possible.

You can read about the project through the Program’s presentation here (Flash slideshow). Please note there are many versions of the same presentation on the web and each my be different depending on their intended audience.

I will be discussing a single showcase element from the project: A bike lane on Blue Island between Ashland and Western where currently one does not exist. The bike lane and the adjacent parking lane (on the bike lane’s right side, as normal in Chicago) will be constructed with permeable pavers mixed with smog eating concrete. Wait? Smog eating concrete? Keep reading!

The bike lane will begin at Ashland/Cermak/Blue Island, a well-traveled intersection for heavy trucks, three bus routes, and many passenger cars. The bike lane will connect Pilsen to Little Village and extend the existing bike lane on Blue Island in Pilsen’s central shopping area. This segment is also a designated truck route and to safely accommodate the parking lane, bike lane, and travel lane, the road will be widened by reducing the width of the sidewalks. The sidewalks here are 20 feet wide, double the standard width, and four times wider than sidewalks in many parts of Chicago. There’s very low pedestrian volume here and very little residential use so the plan is to have 8 foot wide sidewalks, and a 5.5 foot planter, breaking occasionally for bus stop shelters.

The bike lane will be 5 feet wide (including striping) and the parking lane will be 8 feet wide. The novel part of the two lanes is that they will be made with permeable pavers.

This will be the first paver bike lane in the City of Chicago. The blocks will be oriented so that bicyclists feel the least amount of bumps and won’t get their tire stuck in a groove that could harm.

The smog eating concrete’s trade name is TX Active, invented by Italcementi Group, a large, multinational corporation founded and based in Italy. Since the original installation of TX Active cement on the Dives in Misericordia Church in Rome (designed by Richard Meier), Italcementi has developed two lines of photocatalytic cement, only one of which reduces pollutants in the area (TX Arca). The other cement is for architectural uses helps keep the concrete surface clean from dirt and particulate matter.

CDOT will use the second line, TX Aria, in the top half inch of the pavers. The company has tested the product to demonstrate its effectiveness at reducing the presence of Nitrogen Oxides (commonly written as NOx, a family of toxic substances emitted by internal combustion engines) and published its laboratory results in an easy to follow report on its website (PDF). The technical report goes into more details and explains how the process works (through photocatalysis) and what substances their product can be designed to diminish. The technical report is unclear on whether or not all forms of the TX Active product abate all substances. It may be that the maker only tested its effects on Nitrogen Oxides levels.

I look forward to watching the construction progress and to breathing the cleaner air while bicycling to a new destination in Pilsen.

A LEED-related homework assignment and my response

The assignment: Write a mock letter to the editor responding to this New York Times article: Some Buildings Not Living Up to Green Label (published August 31, 2009).

The class: Sustainable Development Techniques

How the class works: The professors invite working professionals to speak to the class each week. After the lecture from these guests, a short discussion ensues. The guests design the homework questions. The following week, the class discusses their responses with each other and the professors.

Dear Editor,

Buildings, as a category, consume more energy than any other category in the United States. The USGBC: U.S. Green Building Council (GBC) took the right steps by mandating an energy efficiency minimum to receive LEED certification. As it increases the standard building designers and owners need to reach to achieve the image of “green” or environmental responsibility, we should look for ways to make green building design cheaper and easier.

I have a few suggestions for how we can make that happen, but first I want to encourage your newspaper and its readers to send a message to their Congresspersons: They should pay attention to the fact that buildings consume the most energy of any category of energy use and include a section in climate change legislation that reduces buildings’ impact on the environment and their contribution to greenhouse gas emissions. Climate change legislation will not be effective unless it mandates and encourages changes in buildings and how they use energy.

So how can we make LEED certification (or other similar certification programs) easier to achieve? First of all, do not reduce the ease of certification. This will have an ill effect on climate change and reverse the positive advances LEED and its certified buildings make.

  1. Certify buildings who meet the minimum energy efficiency requirements with a new label. Some building owners or developers may not care to receive full certification or medal, or create green roofs or offer alternative transportation to building workers, but would rather be recognized for making bona fide improvements to their energy systems and use. Hold the buildings to the same reporting standards as all other certification levels.
  2. Support and fund research that will be used to continually refine the certification process and identify the best and worst energy system changes and upgrades. The Center for Neighborhood Technology and the New Buildings Institute have researched LEED-certified buildings to gauge their energy use and determine how effective the buildings are in reducing energy use (not all buildings were able to reduce energy use).
  3. Offer short-term rewards when people make long-term changes that provide long-term benefits. Provide instant or near-instant tax rebates when residents who live in or own “energy poor” buildings and make upgrades that are proven to increase the building’s energy efficiency by a minimum amount. When people can see immediate benefits, they may be more likely to make the changes. Make the rebate requirements easy to understand – consult with retailers like CVS and Walgreens who provide some rebates immediately to their customers after a purchase is made. However, consult the best universities and researchers to ensure the program managing this system will not allow rebates for window installation when home insulation negates any positive effect the new windows would provide.
  4. Continue to provide support and funding for “green jobs” that will further these legislated programs. Jobs like researchers, product development, engineering; also, new jobs like “energy efficiency inspector” and consultant.
  5. Mandate programs that reduce the Top 10 energy wasters in offices so that individual workers must play a part in their building’s energy reduction. This might mean automatic computer suspension overnight and on the weekends, or eliminating paper intensive processes, or installing automatic hand dryers and lights. These programs should apply to every building with at least 10 workers. Be imaginative, though, to work around corporate resistance; perhaps a cap & trade element would satisfy some building lessees.

Please continue writing about this issue. I want all workers to be aware of how they use energy and contribute to their building’s energy use and how it relates to carbon emissions.

-Steven Vance

I believe that most letters to the editor are written in mind for the newspaper’s other readers. Many letters to the editor are indeed directed at the editor, the article author, or the newspaper as a company. I chose to write my letter in the former style because if I was going to be published where 800,000 people might read what I wrote, I want it to be something they will find interesting and can have a personal response.

Why did I write what I did? Two LEED experts at Center for Neighborhood Technology in Chicago, Illinois, came to speak to my class about their research project that analyzes energy and water usage for 27 LEED-certified buildings in Illinois (find buildings on the USGBC’s website). The twofold purpose is to provide a report back to the study participants about their consumption, but also point out exactly what the NYT article mentioned: there’s a disparity between LEED certification and energy efficiency. Should LEED standards be more stringent about energy reduction (for existing buildings) or efficiency (for new buildings compared to other buildings in its class)?

It turns out that U.S. Green Buildings Council will soon require that new buildings must meet a certain minimum number of points in the Energy Efficiency category. I agree with this change, and my suggestions in my letter to the editor complement that change and encourage making energy efficiency easier and something that individual homeowners and workers will take part in.

The importance of sharing data in KML format

The KML file is an important format in which to share locational data. KML was developed by a company called Keyhole, which Google purchased in 2004, and subsequently released Keyhole’s flagship product: Earth.

A Keyhole Markup Language file is a way to display on a map (particularly a 3D globe of Earth) a collection of points with a defined style. Google has added more functionality and style to the KML format, expanding the styles that can be applied and the information that can be embedded.

KML, like XML (eXtensible Markup Language), is extremely web-friendly. For a web application at work I developed, I included this PHP class that creates an KML file on-demand based on a predefined database query. The file contains locations and attributes of recently installed bike racks in Chicago. EveryBlock imports the file and its information into their location-based service, aggregating many news types around your block.

But a KML file is more important than being the native file for use within Google Earth. It’s an open source text file that can be manipulated by a number of software programs on any computer system on earth (or read on a printed page). It’s not encoded, like shapefiles, so I can read the file with my own mind and understand the data it would present in a compatible map viewer. I see lines of organized syntax describing points and polygons, listing their attributes in plain language.

Have you ever tried to see the “inside” of a shapefile? Only GIS programs can read them for you. KML provides data producers and consumers the opportunities to keep data open, available, and easy to use. We need locational data for our work, and we need tools to help us use it, not hide it.

The woman or family side of bicycle planning

Recently after I posted the American Community Survey findings on bicycle commuting rates in Chicago and the United States (which both show a gap between male and female cycling to work rates), Let’s Go Ride Bike posts an entry about the media’s analysis of the cycling gender gap. I didn’t posit any thoughts about the gap I noticed in the blog entry I wrote.

I recommend you read what Dottie wrote, which includes ideas about how to get more women to ride their bikes outside of the recreation arena. Her influence to write the article came from three recent articles from larger media sources (NYT, TreeHugger, Scientific American).

Will protected bikeways leading to urban shopping and school destinations be the trick? Or should we step up targeted education? Is it the bike? Sweating? Fashion? How should families on bikes play a role in bicycle planning?

I’ll take this research and writing into consideration as I develop a new perspective on how I can convince my mom to ride her bike the two miles to work at least one day per week in good weather (she currently drives between home and work in Salt Lake City).

I visited her in May and drove her to work one morning. I noticed very low traffic and several other commuters traveling by bicycle that could keep her company. I want her to take a class on urban bicycling at the Salt Lake City Bicycle Collective, but their website’s helpfulness only goes so far and no one’s answered my email.

Fietsen in Nederland (bicycling in the Netherlands)

If you and I have chatted about bicycling in the past six months, I’ve probably mentioned the Dutch in our conversation.

Why?

I want a Dutch bicycle. Explaining this one will take another blog post – compiling all my reasons takes a long time. But in addition to cool bikes, here’re a couple other things they do:

  • They (the Dutch) make bicycling better (safer and easier). More people ride their bikes than drive cars for a majority of trips. They have the lowest cycling injury and fatality rate.
  • They build bicycling infrastructure beyond what I can imagine. Bike highways connect small towns and big cities. 4,000 space parking garages.

I started reading a blog called “A view from the cycle path” written by Briton David Hembrow living in The Netherlands. He writes about bicycling history in the country, posts ridership statistics, discusses his commute, and sends readers to more information about it all.

I also read Marc van Woudenberg’s blog, Amsterdamize. I found it either via Flickr, or via web search, when I looked for other WorkCycles Fr8 owners and users. I want the Fr8 bike (pictured below). I can get one from the local WorkCycles (build their own bikes and sell other manufacturers’) dealer, Dutch Bike Chicago.

Remind me to post my paper and presentation about the past, present and future of bicycle planning in The Netherlands I will submit for my Sustainable Development Techniques class at UIC.